Engine



April 5- w. G. GE-RNANDT 2,374,190

ENGINE Filed March 4, 1942 3 Sheets-Sheet 1 629 INVENTOR "2/42 G'ervyavzd.

Mira-2Y April 24, 1945. v w G, GERNANDT 2,374,190

ENGINE Filed March 4, 1942 3 Sheets-Sheet 3 lNVEN R M214 0 rlfalfa la conical or frusto-conical in shape.

atented pr. 2%, i945 ENGINE Waldo G. Gernandt,

Detroit, Mich, assignor to Briggs Manufacturing Company, Detroit, Mich, a corporation of Michigan Application March 4, 1942, Serial No. 433,316

13 Claims.

This invention relates to internal combustion engines. The invention is particularly applicable to engines of the type having a rotatable valve driven in properly timed relation to the engine drive shaft and preferably, although not necessarily, of the kind which rotates continuously in one direction. Also the invention is especially applicable to an internal combustion engine of the foregoing kind in which the rotatable valve or rotor mounted in the cylinder head is formed with substantially all or at least the major portion of the combustion space and'is generally In the preferred embodiment of the invention the combustion chamber in the valve has an opening or port in the side of the valve adapted to communicate with an intake or exhaust passage, or both as the case may be, and also an opening at the inner end or bottom of the valve leading to the cylinder, the combustion chamber otherwise being entirely enclosed or housed within the valve memher. The combustible charge within the com bustion chamber is fired preferably by spark ignition.

Considerable attempts have been made in the past to produce a satisfactory engine of the above type with the view to increasing the power and emciency of an internal combustion engine of any given. size or piston displacement. In the construction of an engine of this type it is considered desirable that the valve member or rotor be constructed substantially frusto-conical in shape with the combustion chamber closed off from the outer end of the valve, which end is preferably in his form of a stem to which the valve driving and supporting mechanism is operatively connected. Serious dlmculties and problems have been encountered in obtaining sustained efficient operation of an engine of commercial size constructed in this manner. The principal problems have had to do with lubrication of the rotary valve, providing adequate and sufiicient bearings for the valve in order to prevent seizing, scoring and undue friction during operation, and the sealing of the combustion chamber against leakage of gases and consequent power loss during the power and compression strokes of the piston.

The "foregoing problems have been rendered dimcult of solution because of variations in pressures or forces acting upon the valve during the engine cycle.- One major difficulty has arisen by reason of the effect of theexplosion force or pressure in driving the cone-type valve member not only outwardly but also laterally, thereby causin a severe wedging action or thrust of the valve against, its seat and tending to seriously impair the oil film between the surfaces of the valve and its bearing seat in the cylinder head, resulting in seizing and scoring of the valve member. Un-

- successful attempts have been made to avoid these power output of the engine.

disadvantages or difficulties, in order to attain efficient and sustained high speed performance, such as is required for aircraft engines, by resorting to elaborate bearing arrangements and by experimentation with various materials and combinations of materials for the bearing surfaces of the valve within the cylinder head. I have found that the power output of the engine is materially affected by the effectiveness of the seal of the intake and exhaust ports in the cylinder head during the compression and power strokes of the piston, particularly the latter and especially at the time of explosion. Leakage of gases between the surfaces of the valve and head and around these ports will markedly reduce the Heretofore, where it was attempted to avoid this by fitting the valve quite snugly within its bearing cavity in the head, other difiiculties of a serious nature were immediately encountered, such as the impairment of the oil film and consequent seizure of the valve or scoring thereof.

The foregoing disadvantages and dificulties have been largely overcome by virtue of the present invention, an important object whereof being to provide an engine of the foregoing type in which the bearing surface in the cylinder head for the rotor is relieved in such manner as not only to compensate for uneven thermal expansion of the cylinder head but also to permit the rotor to substantially float within its bearing cavity or recess-in the cylinder head; As a consequence, it has been possible to obtain sustained performance at high speed for long periods of time without stoppage and without materially tween the rotor and the cylinder head.

A further object of the invention is to control moreeffectively the position of the rotor within the cylinder head and thereby avoid scoring and seizing of the valve, to increase the power output by reducing leakage of gases around the intake and exhaust ports, and to improve the lubrication of the valve while reducing oil consumption.

Still another object of the invention is to simplify the bearing for the valve or rotor within the cylinder head, eliminating complicated thrust bearing arrangements, complicated adjustment devices therefor, reducing weight, saving space, increasing the performance life of the engine, and permitting the use of less expensive metals in the fabrication of the rotor valve and the cylinder head.

Other objects of this invention will appear in the following description and appended claims,

reference being had to the accompanying" drawings forming a part of this specification wherein like reference characters designate corresponding parts in the several views.

Fig. 1 is a fragmentary sectional elevation illustrating a portion of a, multi-cylinder engine embodying the present invention.

Fig. 2 is an enlarged fragmentary sectional elevation illustrating particularly the associated cylinder head and rotary valve or combustion chamber structure shown in Fig. 1.

Fi 3 is a section taken substantially through lines 33 of Fig. 1 looking in the direction of the arrows.

Fig. 4 is a bottom plan view of a portion of the cylinder head illustrating particularly the bearing cavity for the rotor or rotary valve.

Fig. 5 is a section taken substantially through lines 55 of Fig. 4 looking in the direction of the arrows. Fig. 6 is a section taken substantially through lines 6- 6 of Fig. 5 looking in the direction 0f the arrows.

Fig. 7 is a view partly in section of the drive ear for the rotor.

Before explaining in detail the present invention it is to be understood that the invention is not limited in its application to the "details of construction and arrangement of parts illustrated in the accompanying drawings, since the invention is capable of other embodiments and of being practiced or carried out in various ways.

Also it is to be understood that the phraseology or terminology employed herein is for the pur-' pose of description and not of limitation.

In the drawings there is illustrated, by way of example, one embodiment of the invention as applied to an internal combustion engine of the spark ignition type designed particularly for the power plant of an aircraft. The invention may obviously be embodied in engines for other. purposes, such as automotive, marine and industrial engines. For most uses the engine is of the multi-cylinder type. although any number of cylinder units may be employed in any given engine.

In the present embodiment, for the purposes of simplicity, a single cylinder unit of the'engine is illustrated, it being understood that'the re maining cylinders of the engine are identical to the structure herein shown and described.

Referring to Fig. l, the present engine comprises a suitable crankcase 20 within which is mounted a crankshaft 2| supported in bearings according to conventional practice. A cylinder 22 is secured rigidly to the crankcase and has its lower or inner end projecting thereinto. Mounted to reciprocate within the cylinder is a piston 23 adapted to be connected in the usual manner by a connecting rod 24 to the crankshaft 2|.

In' the present engine the combustion chamber.

. 25 fits within a correspondingly shaped substantially frusto-conical cavity 21 in an upper cylinder head member 28. Th cylinder head of the engine may be said to comprise two portions or members secured together. and to the upper end of the cylinder 22. In addition to the outer member 28 the cylinder head comprises an intermediate member 29 which may herein be termed the rotor mask or shield and forming the pressure control member for the rotor and head and also the throat opening from the cylinder into the combustion chamber.

The upper or outer end of the cylinder is formed with externalthreads which are engaged by internal threads on the cylindrical skirtportion of the head member 29 as indicated at 31. The member 29 in turn is provided with external threads which are engaged by internal threads on the cylindrical skirt portion of the outer cylinder head member 28, as indicated at 30. From this construction it will be seen that the cylinder head or mask member 29 may be screwed down tightly over the outer end of the cylinder 22 until the annular shoulder 29a of the member 29 substantially abuts against or engages the upper or outer edge of the cylinder, as shown in Figs. 1 and 2. Also it will be seen that the outer cylinder head member 28 is screwed down tightly over the member 29 until the bottom shoulder 28a of the head 28 substantially engages or abuts against the upper flat ledge or face 291) of the mask member or fire plate 29.

The rotor mask or shield 29 terminates centrally in a projecting annular flange 32 which forms the throat opening 33 into the combustion chamber 34 of the rotor member or rotary valve 25. This rotor is formed at its .bottom with an annular recessed portion 25a, the-upper surface fits snugly into and is confined Within the annular recess formed between the outer face of the throat flange 32 and the inner tapered wall of the rotor cavity or chamber .21.

The piston 23 is preferably formed at its outer end with a tapered portion 23a, as illustrated in Fig. 1, which projects into the throat opening 33, thereby reducing the size of the combustion space and preferably confining the combustion chamber substantially to the space within the rotor 25. The piston at the top of" its stroke, as shown in Fig. 1, preferably has only a minimum operating clearance with the bottom correspondingly tapered wall of the mask or fire plate 29. The upwardly inclined wall 29c of the mask or fire plate 29 merges into the annular inner wall or surface 320. of the flange 32 forming the throat opening, the surfaces 290 and 32a being joined by a smooth curved surface as shownjn the drawings. It will thus be seen that the throat flange 32 provides a restricted passage between the cylinder and th combustion space 34.

The present engine is illustrated as being air line.

cooled and, accordingly, the cylinder .22 is provided with projecting fins 35. Cooling fins 86 and i! are also provided on the cylinder head members 28 and 29, respectively. It will be understood that the present invention is not limited to an air cooled enmne as it will be apparent that any efiectlve cooling system may be utilized.

The rotor 25 is driven-through the medium oi the stem 26 which is positively connected to a driving gear in such manner as to permit slight relative axial and radial movement between the driving gear and the rotor. The stem 28 of the rotor is provided with external longitudinal splines 33 and is also provided with internal threads within the cylindrical bore thereof. The rotor is driven by a gear 39 having suitable gear teeth it, this gear being formed with 9. depending cylindrical hub or sleeve 4| having a slidins flt over the stem 25. The gear I also has internal tooth-like splines 42. A coupling member 43 fits within the annular space formed between the teeth 42 or the drivin gear 39, this coupling member having exterior teeth or splines ll fitting into the spaces between the splines 42 of the driving gear and also having internal splines 45 fitting within the spaces formed by the splines 38 of the stem 28. an annular tapered engageable with a correspondingly shaped tapered surface 39s of the gear 39. t8 isa clamping nut having external threads engageable with the threads or the valve stem 28 and having an outwardly projecting hex formed flange I1. Inter-posed between this flange and the endofthe stemliisaspring washer 48 a central aperture through which the clamping nut projects, the washer being of a suillcient diameter to enga e the upper face of the gear 39, as shown in Fig. 2.

The rotor 25. is cored entirely around the combustion. or 34 to provide a cavity 48 which is closed at the upper end of the valve by means of a screw plug 5,! screwed tightly into the threaded portion of the valve stem 26 below the clampingnut it, Any suitable heat transferor conducting mediumsuch as metallic sodium. is introduced into the cavity 4! thrwsh the h low stem 26, and sealcd therein by the screw.

plus

gear 53 which isdrlven bye gear" ecuredt the upper end of a tower shaft". 'lhis shaftis suitably housed and hss'secured to the lower end thereof a gear 55 which is driven through the medium of suitable 'gearina 5111mm a gear 58 attachedtothe t It.

Itwillbeseen thatinthepartlcularembodi- ()nent herein illustrated ge rotor or valve 25 has a single port 59 in its e. communicating with the combustion chamber 88 adapted to register in succession with an intake port 68, a spark plug at location ti, and an exhaust port 62. In this emhodimeht,- therefore; the valve or rotor 25 is driven at oneengine or c a; aft speed.

The driving mechanism, above described and shown in the drawings, is illustrative oi. a suitable mechanism by which one or a plurality of rotary valves for a corresponding plurality of cylinders may be driven from the =1: art.

30 inc lubrication.

so downwardly from the ,or notch 74 is adapted to reais r at each revo- (hill; is. these conduits being coupled to the cylinder head body 28 in any suitable manner such as through the medium of clamping rings and bolts 65 and 80, respectively.

The present engine preferably utillm's a fuel lniectlon system instead or a carburetor, although it will be understood that the invention is not so a limited. Fuel is preferably supplied to the air stream directed through the inlet passages 83. so

into the combustion chamber when the port 59 in the rotor registers with the port or passage to. 1

Fuel may be injected through the medium of any suitable fuel. injector (not shown) so that the rotor will be supplied with the proper combustible mixture at the time oi ignition, namely when the 25 port it registers with the spark plug at location 6 I. It will beunderstood that suitable lubricatlng means is provided for the rotor 25 and also for the operating parts of the engine so as to maintain an oil film between all surfaces requir- Such lubricating means in part may be similar to that shown and described in the patent to Isley, 2,305,874, December 22, 1942. The frustoeconical cavity 21. in the cylinder head 28 terminates at its upper end in a cylindrical counterbore within which is press fitted a sleeve or bushing 61. The sleeve or hub por-' tion "of gear 39 rotates within the bushin W. The bushing 61 at one side thereoi is provided with vertically spaced radially extending holes 44 or ports 68 and 69. The upper/hole or port Bl registers with and is constantly in communica-,-

tion with a transverse drilled hole It in the upper end of the cylinder head. Lubricating oil is supplied under constant pressure to the passage. or conduit 10 through the medium otany suitsystem. The lower hole or port ableoilpump llreglsterswith andisccnstantlyincommunicatimwiththeupperendoiadrilledholell. uadinsrromtheell-tothetaper'cdwall o o! the cavity'll and henceto the spaoe between the. adjacent walls or the rotor lf'and the cavityorllarerelatlvelynarrowcrsmall ductsorpassasesfl. Thesleevelloithegeari! is provided with-an annular groove or channel nmcemanwmcnregistersandismeomtant communication with the port and hence with the oil inlet conduit 10. At one point in the anvnular groove or channel 1:.there is provided a communicatlns groove or notch ll which extends channel I3. This groove luticn oithc gear and hence at each revolution or the rotor 25 with the port 69 leading-into the communicating oil passage IL- Thus, it will be seen that at each revolution of the driving gear 38 and of therotor 2B the oil inlctpassage It i will be placed in direct'communicaticn with the oil distributing-passage H throush-the medium orthe oil ports. and-691ml oil passage l6 7a which bridges thespace between these ports.

In this manner the ,oil delivered to the valve for lubricating it is-metered and as a consequence more efilcient control of the oil consumption is achi The spark lug location ti is in the form of a It will be noted that the distributing passage The intake and exhaust ports 21 and also outw Due to this shifting, the valve under the force of the explosion it is "at the locality of greatest pressure of the valve againstthe wall of the cylinder head. ,In the present engine it is preferred that the passage ll connect the ports to ignition so that the shift of the valve under theexplosion pressure will be against a bodyof oil already forced and being ji'orced between the juxtaposed surfaces of the valve and head, which oil will be squeezed out between the surfaces to produce and maintain an unbroken oil film which not only prevent scoring but also assists in sealing the ports 6.. and 62 against gas leakageand consequent loss of power. Interposedbetween the upper end of the tapered wall-of the valve'or rotor 25 and the cor- 'respo'ndingly tapered 'wallof the cylinder head cavity 21' is a-rotatable thrust bearin'g ring 15 formed of'asuitable leadbronze alloy. -'I'he.rotor is formed with an an- 1 nularly' extending reces lito receive the frustoe conical ring-I which is dzfree floating bearing between the rotor-and cylinder head. -In the material such as bronze or atithe lower edgei oi' out'er cylindrical surf'aceof the rotor stem 26 and the recess is formed so' that the outer-surface. of the bearing ring is Iflush withthe outersurface of the rotor 25. The

Np'rmallythe ring 15, will'tum at half= the speed-of the rotor.

- Thc frustosconlcal cavity 21 the cylinder mentaryto the;- shape ,oi-the -rotor- 25; isfin ;the

--Dresentxinstanpe relievedg atlone side in order to--,aflord. a certain freedom Jofmovement of the s :-.rotary valvewithintheibearing cavity, '5 iii-important adva a e n op a on r. mart n pointed qqut ajzln accordance ,with the .pres ntemb d m ntyfl nti m t 151 removed :tronr the wall of the .bearingfcavity 21- -at. thetsidethereol opposite theports Bland i2 ntoiprovide a-relieved area indicatedat'l'l, Re-

ferring particularly to Flgs.2, 4 and 5, itwill be seen that this relief varies in: depth from itsresulting "and "at or Just prior.

vvveryqefflcientyand long lived I bearing 7 is thus -;.Provided-i $.12:

head, which .normally has. a comple-- in the combustion chamber] desirable that an adequate oil film be provided depth upwardly until it present embodiment vof-"the invention the upper I edge'of'the bearin'gring terminates substantially adjacent the inlet in two directions, namely in the direction of the height of the valve and also in a. circumferential direction. The relief has its maximum depth at the bottom of the cavity 21 at point 82 in line with the center of the spark plug hole From .this point the relief diminishes in becomes zero at curved line 18. Also the-relieved area diminishes in depth circumferentially in both directions from point 82 until it reaches zero at lines Ill and 8|. In the drawings-the amount oi! the relief 11 is shown somewhat exaggerated for the purposes of cleamess. In preferred practice this relief at -the point of greatest depth will range from approximately four-to eight thousandths of an inch in depth over and above normal operating'clearances. Normally an operating clearance of approximately one to two thousandths of an inch is provided between the rotor and the cavity 21 and fifteen-thousandth; of an inch between the bottom of .the rotor-and the plate 29. The amount of the relief will, of course, depend to some extent upon the relative expansion ratesof the-cone 2i-and the cylinder head.

' By providing the relief 11 it will be seen that the cone or rotor 25 last all times maintained free within the bearing cavity 21 regardless of thermal expansion of the;metal of the parts.

. Thus, at the time of theexplosion when a force exists tending'to thrust the rotor 25 outwardly,

' this thrust will largely be taken at the bearing 15. Since the bearing pressure of the cone below the ring, is slightly relieved by reason of the area l1, itwill be apparent that during the power stroke and also thecompressionstroke the unit pressure. at the unrelieved areasaround the ports 60 and 62 in the cavity ll-will be increased there- .by improvlng the seal around these ports against leakage of gases and consequent loss in power.

- .Hence, 'onesof the advantages of the provision of .the -rellevd -1area 11 is to improve .thesealing 2. 1, thetport'sitil and '62 during. power. and compression strokes while at the same time freeing the valve-'sumciently to prevent sticking; or-scorpolnt',=and the amount of the relief is calculated 1 so thatthevalve at all times will have av running lit and will be permitted-a slight degree of lateral and-outwarddisplacement in order to eflectively .-seal.the portsand 62 and also to concentrate upper end toward the bottom of the valve. -As

1 illustrated, the relieved area 11 commences at a line 19 just below the bearing ring- 15 at or near the upper edge of the port 59 and extends to the mask plate 29 as indicated by line 18. The relieved area thus extends between the curved lines 19 and 18, at line 19 the relief being substantially zero in depth and at I8 the relief being maximum in depth. As shown in Fig. 4 the' relieved area ll extend substantially halfway around the bearing cavity 21 in the cylinder head. t,erminating at one end at. 80 adjacent the exhaust port 62 and at its opposite end at 8| turing the head and the most of the outward thrust against the hearing The use, of the floating bearing ring 15 has the further advantage of permitting substantial savings in the cost of metals used for manufacvalv'e 25. By virtue of this construction it is possible to use cast iron in the head'instead of aluminum as heretofore and a so to use expensive steel in the manufacture of the cone 25.

Iclaim:

1. An internal combustion engine comprising a rotatable frusto-conical valve associated with the cylinder, and including therein a substantial portion of the combustion space, and a fixed body a frusto-conical having a irusto-conical bearing cavity for said valve, a portion of a relieved area of varying depth.

2. An internal combustion engine comprising a cylinder having a reciprocable piston therein, a rotatable frusto-conical valve associated with the cylinder and including therein a substantial portion of the combustion space, and a fixed body having a frusto-conical bearing'cavityfor said valve, a portion of the wall of said cavity having a relieved area of varying depth from one end toward the other end of the valve.

3; An internal combustion engine comprising a cylinder having a reciprocable piston therein, a rotatable frusto-conical valve associated with the cylinder and including therein a substantial portion of the combustion space, and a fixed body the wall or said cavity having having a frusto-conical bearing cavity for said valve, a portion of the wall of said cavity havin a relieved area of varyingdepth circumierentially of the valve.

4. An internal combustion engine comprising a cylinder having a reciprocable piston therein, a

rotatable frusto-conical the cylinder and including therein a substantial portion or the combustion space, a fixed body, having a, frusto-conical bearing cavity for said valve, adjacently located intake and exhaust ports in said cavity, the wall of said cavity opposite said ports having a relieved area.

5. An internal combustion en ine comprising a cylinder having a reciprocablepiston therein, a rotatable frusto-conical valve associated with the cylinder and including therein a substantial portion or the combustion space, a fixed body having a frusto-conical bearing cavity for said valve, adjaently located intakeand exhaust ports in said cavity, the wall of saidcavity opposite said ports having a relieved area terminating short of said ports.

6. An internal combustion engine comprising a valve associated with cylinder and including therein asubst'antial portion ot the combustion space, a fixed body having fa irusto-conical bearing cavity for said-valve, a

portion or the wall of said cavity having a re-. lieved area, and a ring interposed between said valve and the'wall of the cavity and spaced from said relieved area.

9. An internal combustion engine comprising a cylinder having a reciprocable piston therein, a rotatable irusto-conical valve associated with the cylinder and including therein a substantial portion of the combustion space, a fixed body hav'- ing a irusto-conical bearing cavity for said valve, a portion of the wall of said cavity having a relieved area, and a bearing ring interposed between said valve and the wall 01' the cavity adjacent the narrower end of the valve and spaced from said relieved area.

10. An internal combustion a cylinder having a reciprocable piston therein,

a rotatable 'irusto-conical valve associated with substantial the cylinder and including therein a fixed body portion of the combustion space, a

having a frusto-conical bearing cavity for said valve, a portion of the wall of said cavity having a relieved area, and a bearing ring interposed between said valve and the wall of the cavity adjacent the narrower end of the valve and spaced from said relieved area, said relieved area increasing in depth from the said narrower end 0! the valve toward the wider end. I

11. An internal combustion engine comprising 'a cylinder having a reciprocable piston therein, a

rotatable generally: frusto-conical valve assocylinder having a reciprocable piston therein, a I

rotatable rrusto-conical .valve associated with the cylinder andincluding therein a substantial por-,

tion of the combustion space, a fixed body having a irusto-conical bearing cavity for said valve, adiaoentlyjlocated intake and exhaust ports in said cavity, the wall of said cavity opposite said ports having-a relievedarea terminatingshort of said ports and oLvarying depth from one end oithe area to the other 1 v 7; An internal combustion engine comprising a cylinder having a reciprocable piston therein, a rotatable frusto-conical valve associated with the the cylinder and time! the combustion space, a fixed body having .8. An internal combustion engine comprising a I z'gcylinder having a reci I rocable piston therein, a: rotatable frusto-coni valve associated with ring cavity for said-valve,

,ithe valve toward the the " ciated with the cylinder above said port, :mediately below said bearing in the height of and including therein asubstantial portion of the combustionspace, said valve having a side port communicatin with said space, and a fixed body having a generally frusto-conical bearing cavity for said valve,

there being a relieved area between a portion of the wall of said cavity andthe valve terminating proximate to the upper edge of said port.

12. An internal combustion enginecomprising a cylinder 'having a reciprocable piston therein, a rotatable frusto-conical valve associated with including therein a substantial portionof the combustion space, and having a frusto-conical bearing cavity for said valve, there being a relieved area of varying depth between a portion oi thewall of 'said cavity and said valve. T

13. An internal combustion engine comprising a cylinder having a reciprocable piston therein,

a rotatable frusto-conical valve associated with.

the cylinder and including therein asubstantial portion of the 'combustion space 'and a fixed body having a frusto-conical bearing cavity for said valve, said valve a side portcommunicata bearing in said cavity ing with said space and there being a relieved area becavity im tween said valve and the wall of the said port. v T

engine comprising 

